Aircraft control column



Jan. 30, 1951 c. G. PETERSON 2,539,753

R AIRCRAFT CONTROL COLUMN Filed Oct. 30, 1946 8 Sheets-Sheet l a 1951 c. G. PETERSON 2,539,753

AIRCRAFT CONTROL COLUMN Filed Oct. 30, 1946 8 Sheets-Sheet 2 Jan- 30, 1951 c. G. PETERSON 2,539,753

AIRCRAFT CONTROL COLUMN Filed Oct. 50, 1946 8 Sheets-Sheet 3 Jan. 30, 1951 C. G. PETERSON AIRCRAFT CONTROL COLUMN Filed Oct. 30; 1946 8 Sheets-Sheet 4 m NR QQn QR QM Mm 1951 c. G. PETERSON 2,539,753

AIRCRAFT CONTROL COLUMN Filed Oct. 30, 1946 8 Sheets-Sheet 5 awe/whom a 1951 c. G. PETERSON 2,539,753

AIRCRAFT CONTROL COLUMN Filed Oct. 50, 1946 8 Sheets-Sheet 6 Jan. 30, 1951 c. G. PETERSON AIRCRAFT CONTROL COLUMN 8 Sheets-Sheet 7 Filed Oct. 30, 1946 Jain. 30, 1951 c. G'. PETERSON AIRCRAFT CONTROL COLUMN 8 Sheets-Sheet 8 Filed Oct. 30, 1946 i atenteci jan. 195i AIRCRAFT CONTROL COLUMN Carlton G. Peterson, Los Angeles, Calif., assignor to Tison Engineering, Inc., Los Angcles, Calif., a corporation of California Application October 30, 1946, Serial No. 706,592

8 Claims.

My invention relates to an aircraft major flight control system and more particularly a control column composite unit adapted for installation in aircraft and connection with the aircraft control cables and landing gear brake mechanism.

Heretofore control systems in aircraft have tended to be of varying designs, each design comprising a number of pieces of equipment which are integral parts of the particular aircraft cockpit. This results in a different type of control system for each aircraft, high cost, duplication of design, and, most important, each aircraft necessarily has its controls in different positional relationships. Pilots must be checked out in cockpit procedure for each aircraft separately, and even after this is done, natural human error sometimes occurs through lack of standardized control positions and accidents ensue.

It is the principal object of my invention to provide a complete aircraft cockpit control column as a composite unit which can be adapted to more than one type of aircraft as a single furnished piece of equipment and thereby provide standardization of control position as well as standardization of the mechanism itself.

A further object is to provide a control column Various other objects and advantageous features of this invention may be had from the following description, and one embodiment thereof may be seen in the accompanying drawings wherein similar characters of reference designate corresponding parts, and wherein:

Figure 1 shows diagrammatically the forward section of an aircraft having therein a control column incorporating my invention;

Figure 2 shows a side elevational view of my control column;

Figure 3 shows a rear elevational view of my' Figure 6 shows an enlarged side elevational view, partly in section and partly broken away, of'a portion of my control column;

Figure 7 shows a sectional view of a portion of my control column taken along the line of Figure 6;

including controls for rudder, aileron, elevator,

nose wheel steering, brakes, and rudder pedal ad'- justment all in a single, separately manufactured, unit-installed device.

Moreover, it is an object to so construct my control column that, while meeting the functional and safety requirements of the Services and of the Civil Aeronautics Authority, by its integral nature it is freely replaceable, thus simplifying installation, servicing, quantity production, and low unit-cost problems.

Yet another object is to so relate and integrate the various control functions operating through the control column that, although stress standards and strength requirements are met, extremely lightweight construction may be used throughout, thus increasing aircraft payload.

It is another object of the present invention to so design the unit to allow a minimum of friction of the integral moving parts and to permit a maximum of rigidity while at the same time giving due consideration to weight and to the elimination of backlash in the controls.

Again, it is my object that the above relation and integration of control functions be so adjusted as to place the various controls in such 7 position as to be, in effect, functions of the pilot rather than functions of the particular aircrafts.

ing 26.

Figure 8 shows an elevational view of a portion of my control column controlling the aircraft rudder;

Figure 9 shows a side elevational view of the same portion of my control column; and

Figure 10' shows an enlarged perspective view, partly broken away, of a portion of my control column.

Referring to the drawings, an aircraft Ill, having standard, conventional control surfaces and common cables 12 leading thereto, has installed therein the control column It. The control col umn Hi is an integral unit and is adapted for control of nose wheel, elevator, ailerons, rudder, and brakes, including means provided for rudder pedal adjustment.

Nose wheel The nose wheel control wheel l6, referring particularly to Figures 2, 3, and 6, is connected to the shaft I8 by grooves and serrations 20. The said nose wheel control wheel i6 is rotatably supported by ball bearing 22 in aileron wheel hub 24 while the shaft 58 is similarly supported by bear- The aileron wheel hub 24 fits telescopically in tube 25 and may be riveted thereto by rivets 39. As will appear later, the said tube 28 is slidably and rotatably supported in the housing 32 which is supported by the frame 34.

The? ;nose wheel control wheel i6 is held from fore and aft movement with respect to the tube 28 by the shoulders 38 and 38, the king nut 48, the flange shoulder 42, and the lock ring 44.

The shaft I8 passes freely through the tube 28 and the housing 32 by virtue of two universal joints 46 and 48, and connects with the shaft 50. The haft 56, by serrations and grooves 52, carries a sheave 54 which is secured to the end of shaft 58 by king nut 56. Shaft 58 is rotatably supported in the bearing housing 53 by the ball bearings 58 and 66 and is held from fore and aft movement with respect thereto by flanged shoulder 62, shoulders 64, 66, and 68, the sheave 54, and the king nut 56.

The bearing housing 53 has press fitted into a bore therein the tube I8 and comprises with said tube I8 a bell crank pivoted on a horizontal pivot line at I2 on hanger I4 which brackets the said bell crank I6 and which is bolted to the frame 34, as shown. The sheave 54 is double channeled and has cables I6 and I8 connected to a second sheave I9 in common manner,-the two cables having oppositely directed windings in different grooves on the same sheaves and having their respective ends secured to said channels in said sheaves so that aturning of sheave 54 will result in a correspondingly rotationally directioned turning of sheave 19. Turnbuckles 80 prevent looseness in cables I6 and I8.

The bell crank I8 rotatably supports through ball bearings 82 and 84 the shaft 86, exactly as does the bearing housing 53 support shaft 58; and

by serrations and grooves 88, shaft 86 carries the sheave I9. Shaft 86 is connected to shaft 98 through a universal joint 92, shaft 96 carrying by serrations and grooves 84 the sheave 96 and being rotatably supported in the hanger I4 by the ball bearing 98. It is notable that since the only movement of sheave 96 with respect to hanger I4 and frame 34 is rotational, the center of the universal joint 92 must fall on the pivot line I2.

The sheave 96, like the sheaves 54 and I9, is double channeled, having the cables I08 and I62 oppositely wound in each channel and being an chored thereto. The cables E88 and I82, of course, lead to well-known aircraft nose wheel steering mechanism.

Elevators As in the case of the nose wheel mechanism, the elevator mechanism functions through the shaft I8. The aileron wheel I84, unitary with the aileron wheel hub 24 is of course rigid with the tube 28and will translate the shaft I8 forward by virtue of the lock ring 44 and shoulder 42, while it will translate the said shaft I8 aft through shoulders 38 and 36 and king nut 48. When shaft I8 is translated with respect to the frame 34, it is permitted to slide through the housing 32 by a bearing arrangement to be described in connection with the aileron control.

Since shaft I8 connects through the two universal joints 46 and 48 to shaft 50, and since shaft 56 is relatively rigid with respect to bearing housing 53 and bell crank I6 except rotationally, translation of the aileron wheel I84 will result in pivoting the bell crank I8 about the pivot line I2 with respect to the hanger I4 and frame 34.

Since a sector I86 is unitary and rigid with respect to the bell crank I6 and a part thereof being connected thereto by the spokes I08, such sector rotates as the bell crank I6 so pivots. The periphery of the said sector I66 is grooved and carries cables I I8 and I I2 which are connected to shafts.

the bell crank ID by common means as shown, but which, somewhat similarly to the prior described sheave cables, are wound in opposite directions about the said sector I06.

As a part of the control column I4, and normally beneath the aircraft cockpit floor H4, are a number of drums forming a series of sheaves, each sheave being double channeled as before. Each of the drums comprises a pair of such sheaves. Sheaves H6 and I I8 comprise a drum unit, while the other sheave pairs are on separate Thus, reference to Figures 2 and 3 shows that H6 and H8, the elevator sheaves, are on the .same shaft I 26 and side by side, forming a drum.

. Sheaves I22 and I24, as will later be shown, are the rudder sheaves and are on the shaft I26 immediately forward of shaft I28 but are well apart from each other, while sheaves I28 and I38, the aileron sheaves, are on shaft I32 and are fairly well apart, but half of each showing in Figure 3.

As with the cable and sheave systems previouslydescribed, the cables H8 and H2 from the sector I86 are wound in opposite directions in the channels I48 and I42 and afiixed thereto, as shown in Figure 2. However, as shown in Figure 3, the channels I48 and I42 are in different sheaves H6 and H8, respectively, and the remaining channel in each sheave H6 and II8 is utilized to receive and have afiixed thereto a cable of the cables I2, the two cables leading to the common elevator mechanism.

Ailerons Whereas operation of the elevator function depends upon translation of the tube 28 through the housing 32, rotation of such tube 28 causes the ailerons to work. As aforesaid, the aileron wheel I84 and the tube 28 are rigid with respect to one another, and therefore a turning of the said aileron wheel I64 turns the tube 28. The tube28 slides Within a drum I46 carried rotatably by the housing 32 on the ball bearing I48, as

' shown in Figure 4.

The tube 28 has on either side the tracks I58 and I 52 and, to permit these tracks to slide through drum I46, the said drum is notched as at I54 to provide clearance.

The drum I46 is a cast member and, as shown in Figures 4, 5, and 10, is adapted to carry roller bearing supports for the tracks I58 and I 52 of the tube 28. Four flanges I56, I58, I66, and I62 define openings for the aforesaid bearing supports in the drum I46. The four mentioned openings are about the periphery of the drum I46 on opposite sides of the said drum and at both ends, each pair carrying, respectively, a set of idler roller bearings and a set of spring loaded roller bearings, said sets of idler bearings being on the one side of the drum I46 and the sets of spring loaded bearings being on the other side thereof. The opposing sets of bearings at each extremity of the drum I46 are exactly the same except, as will later be described, the spring loaded bearings are reversed with respect to each other.

Figure 5 shows an opposing set of bearings at one end of the drum I46, it being understood that such view is taken on the line 5-5 of Figure 4 and that the bearings at the other end are the same but reversed in one respect as aforesaid. As shown in Figure 4, the flange I 58 of the drum I46 has flat arcuate faces I64 and I66, and it is understood that the flange I56 likewise provides facesmatching and opposing the said faces I64 and I66. The idler bearing sets, both at one side of the drum I46, are exemplified in Figure 5, which shows but one set at one end of the said drum. They comprise the plate I68 and a match-. ing facing plate (not shown) and identical, both housings I I4 and I16 are rotatably carried on the shafts 286 and 288 the roller bearings 298-and 292 which ride against the track I52 of tube 28. As aforesaid, a precisely similar idler bearing assembly exists at the same side but at the other extremity of drum I46, similarly bearing against track I52.

The track I59 at the other side of the tube 28 is supported in turn by the aforementioned spring loaded roller bearing sets at the side of drum F46 opposite the idler bearing sets. Similarly with the said idler bearing sets, the spring loaded bearing sets fit within openings provided by flanges I56 and I58 and by flanges I68 and I62. Flanges I56 and I58 have arcuate faces I64 and the plates 294 and 296 are adapted to lie thereagainst and slidably pivot thereon. The plates 294 and 296 are spaced at their upper extremities by a spacer 288 having stud shafts 389 and 382 received in holes 384 and 386 of plates 294 and 296, respectively. The plates at their lower extremities have hubs 388 and 3| 8 which receive the eccentric shaft 3 l2, said eccentric shaft being eccentrically mounted on projecting stub shafts 3I4 and 3|6 which are themselves concentric with respect to each other. Stub shaft 3l4 exercises a collar 3I8 mounted in a rubber bushing 328 in flange I58 while stub shaft 3| 6 carries a collar 322 mounted in a rubber bushing 324 in flange I56. Carried on the eccentric shaft BIZ and spacing the plates 294 and 296 is the clamp 326. The said clamp 326 is riveted to each plate 294 and 286 as at 328 in Figure 5 and is clamped about the eccentric shaft 322 by the screws 338.

Between the plates 294 and 296 are mounted the rollers 332 and 334 within their respective housings 336 and 338 precisely as are the rollers 298 and 292 of the idler bearing set, and bear against the track I58. Since the plates 294 and 296 are clamped by the clamp 326 to the eccentric shaft 3I2, which pivots about the axis of the stub shafts 3 I4 and 3 I 6 with respect to the flanges I56 and I58, it is of course necessary to load the rollers 332 and 334 against the track I58. Between the flanges I56 and I58, therefore, is provided a bridge 348, which has a bore 342 extending therethrough and through a built-out portion 344. passing through the bores 342 and 346 is the headed bolt 848 which has a threaded extremity. The built-out portion 344 is provided with a spherical seat 358 which seats the spherical bushing 352. The spherical bushing 352 slides upon the bolt 348 and is abutted against by the compression spring 354. A nut 356 threads over the bolt 349 and a washer exists between said nut 356 and said spring 354. I

At the opposite extremity of the drum I46 exists a spring loaded bearing set precisely the same as Such A bore 346 exists in the spacer 298 and,

2,689,788 ii p the aforesaid. As shown, however, in Figure 4, and for a reason later to be described, this set is, in effect, upside down in relation to the spring loaded bearing set just described. Thus, as shown in Figure 4, the clamp screws of this bearing set are at the drum top while the compression spring is at the drum bottom in the position of the drum as shown. In the bearing set just described, compression spring 354 is atop the drum while clamp 326 is at the bottom thereof.

About the periphery of the drum I 46 are the channels 358 and 368 to which are anchored and about which are oppositel wound the cables 362 and 364. As shown by Figure 2, these cables lead respectively over idler sheaves 366 and 368 and to their respective sheaves on the shaft I32, cooperating with such sheaves and with cables I2 to operate, in manner heretofore described, the common control surfaces.

Rudder The rudder pedals I88 and I82 are hinged respectively to yokes I84 and I86. A hanger I88 extends as part of frame 34 and is bored therethrough to receive a shaft I98. The shaft I98 pivotally supports the yokes I84 and I86 which are held thereon by the nuts I92 and I94 which are screwed over the threaded ends of shaft I98.

As shown in FigureQ, each of the above yokes as a unitary part has cranks on either side of its hinge line as cranks I96 and I98 extending from yoke I84, which carry the sheave 288, and crank 282 which is connected to turnbuckle 284 by a pinned joint 283. Likewise, yoke I86 has cranks 286 and 288 carrying sheave H8, and crank 252 connected to turnbuckle 2I4'.

A shaft 2I6 is carried by the frame 34 on hangers 2I8 and 228, and said shaft passes through a bore 222 in a bell crank 224 which is pivotally sup-ported thereby. The bell crank 224 carries a trunnion 225 on an arm 228 into which is threaded the shaft 239. A second trunnion 229, oppositely threaded from trunnion 226, is carried on the frame 34 and into this is threaded the shaft 239 which ends in adjusting wheel 23!. Bracketing the arm 228 are two lever arms 232 and 234 to which are connected the cables 236 and 238 which pass respectively over sheaves 2 I8 and 288, to sheaves 225 and 223. The cables 249 extend to a common rudder mechanism, the Y cables 236, 239, 2 39 being attached. to the sheaves 225 and. 223 similarly to the sheave attachments heretofore described.

As shown in Figure 8, the shaft I23 is carried rotatably by the frame 34' by the hangers 24I and 243 which are bolted in the frame 34 and extend below the cockpit floor I I4. A conventional chain coupling 23? couplesthe shaft 245 to turn with the said shaft I28. Shaft 245 may be used to buss dual control columns together, or may be used to connect with the aforesaid control surfaces in well-known manner, or both. It is to be noted that shafts I28 and I32 may be similarly extended.

The bell crank 224 has on the other side of the shaft 2 I 6 from lever arms 232 and 234' short lever arms 242 and 244 which carry a shaft 246 which passes through an eye on rod 248. Red 248 carries pivotally on a pivot pin 249 the rocker members 258 to which in turn are pivotally attached 7 the turn buckles 294' and 2l4 by shafts 25% and Brakes As heretofore stated, the rudder pedals I86 and I82 are hinged on the yokes I84 and I86,

rod 254 is in turn pivotally connected to.a :link

256. by a pin and bearing connection 254 Link. 256:is pivotally supported by the..:hanger 256" which extends from frame 34' and pivotally carries the rod 266 by another pin and bearing connection 25L 262 at joint 263, and the bell crank 262 is pivotally carried by the frame34 and coacts with The rod 268 is hinged to bell crankv push rod 264 to operate the hydraulic brake cylinder 266. Likewise, pedal I82 is linked to a bell crank-268 andoperates brake cylinder 210.

Operation As is, obvious from the description of the struc-. ture-, the operation of the nose wheel control consists in turning the nose wheel control wheel I6 which, through universaljoints 46 and 48', turns the shaft 56 and the sheave 54. Rotation of the sheave 54 throughthe cables I6 and T8 turns the sheave l9, and said sheave being keyed to the shaft 86, this shaft rotates through the universal joint 92, the shaft 88, and therefore the sheave 96. Rotation in either direction of the sheave 66 of course operates the cables 86 and I82 which lead to-the common nose wheel mechanism... It is notable that translation of the tube 28 and therefore of the shaft l8 will not affect the operation of the nose wheel in that the two universal joints 46 and 48 will take care of both the translational movement of the said tube 28 and the nose wheel control wheel I6 and the arc-like movement of the shaft 58 in the bearing housing 32.

Operation of the elevators is occasioned by grasping the aileron wheel I64 and translating the same with respect to the frame. Since the tube 28 is rigid with the aileron wheel I84, such tube translates within the housing 32 and the drum I46. As aforesaid, the tracks I58 and I52 ride respectively upon spring loaded bearings 0n drum I46 on the one side and idler bearings on drum I46 on its other side. Also as aforesaid, such bearing support is relatively frictionless, and it will be noted that to reduce this friction the loading of the compression springs 354 is kept at a minimum. Translation of the tube 28 of course translates the shaft I8 which in turn moves the bearing housing 53 and rotates the bell crank 78 about the pivot line I2. Rotation of such bell crank causes corresponding rotation in the sector I86 and operates the cables H8 and II2 and thereby the sheaves II6 and H8. ent from the description of the structure, the proper two cables of the cables I2 operate the elevator control surfaces.

The ailerons are operated, of course, by the aileron wheel I64 which is rigid with the tube 28. The tube 26 which slides within respective roller bearings on the drum I46, when rotated, causes a corresponding rotation in the drum I46 and in the cables 352 and 364. These cables operate their respective sheaves on the shaft I32 and the proper pair of cables among the cables I2 causes the aileron control surfaces to assume their proper positions.

Referring particularly to Figure 5, which is a cross-section through the drum I46 and housing 32, it will be seen that a clockwise torque upon the tube 28 will cause a forced couple to exist between the roller 282 and the track I52 on the one hand and the roller 332 and the track I58 on the other. The force from the track I 52 oper- As is apparates through: the": roller 292, the 'shaft"286', the rollerhousing I16, the studs 288, the plate I68; and hence through the pins I70 and H2 and the drum' I46. It will'be noted in this respect that-"- the force from the track I52 operates on the roller 292 perpendicular to its axis of rotation.-..

in the housing I16.

With respectto the spring loaded bearing sets;v the resultant line of force from thetrack I58 .to the roller 332 again isperpendicular with re--- spect to the roller axis within its housing, and

the stub shafts 3I4 and 3 I 6 of the eccentric shaft 3I2 are so placed that the line of force passes' substantially through the hinge line of the said... plates 294. and 296. Thus when a clockwise.

torque is placed upon the tube 28, such force does not work against the spring 354 but rather works directly through the ro.ler 332, the roller housing,- thestuds on the said roller housing, the plates 294 and 266, the eccentric shaft 3I2,'and i the stub shafts 3I4 and 3I6 to the drum I46.-

It will be noted that the reason for the pivotal arrangementv of the plates 294 and 296 is to allow the rollers 332 and 334 to resiliently bear against the track I53 and in turn to cause the track, I52 .1 to resiliently bear against the, rollers 266 and 292 1 in order to avoid backlash yet render friction, negigible on translation. It will also be noted that the eccentric mounting of the plates264 and 296 is for the purpose of permitting a simpleadjustment of the said plates to allow the respec-, tive spring roller sets at either extremity of drum I45 to align with each other and to align. with the track I56. The clamp 32 6, since it is pinned to the plates 294 and 296, looks the said plates rigidly with respect to eachother, and to the eccentric-shaft 3I2. The rubber bushings 328 and 324 are to allow slight self-adjusting of the plates I64to compensate for any inaccuracy or, in other. words, twisting, in the tube 28. Again it will be noted that the rollers 295, 292, 332, and 334 .and their corresponding elements at. the other extremity of the drum I46 are mounted in their. respective roller housings which are rotatable with respect to the plates 294 and 286 in order to allow such rollers to self-adjust to maintainat all times line contact with the tracks I52 and I50.

As aforesaid, the extremity opposite the drum I46 extremity specifically described is the same withthe exception, however, that, while remain-. ing on the same side of the drumI43, the other. spring loaded bearing assemb.y is reversed. The. purpose for thatis that, in the rotation of the tube 28 in counterclockwise direction, it is desired that the same relation of elements shall. exist at such extremity of thedrum I43 as exists in the described end when rotated in a clock: wisedirection. It will be seen that so reversing the spring loaded roller assembly the result. is,, when the tube 28 is rotated in counterclockwise direction, that the force line passes through the hinge line of the plates matching the plates I64 and thus the spring matching the spring 354 remains uneffected as does the spring 354 itself. Therefore, with the matched bearings as 'described, either a clockwise or a counterclockwise torque may be delivered into the tube 28, and thereaction in the drum I46 will be positive'a'nd, immediate.

In-the operation of the rudder control of, my control column, pressure, for example, on the, pedal I88 pivots the yoke I84 about the frame; raises the sheave 268 and, since the be1l,cran k 224 is locked withrespect to the-frame, operates,

ithe cable 238 which operates its respective sheave I22 and through the cable 249 of the cable l2 actuates the rudder in the desired direction.

Similarly pressure on the pedal I82 lifts the sheave 2H} and turns the sheave I24.

It will be noted that the cables 236 and 238 are affixed to their respective sheaves on the shaft I26 in such manner that a moving forward of the one rudder pedal will cause the other to move aft. In aid "of this feature, there are provided the turnbuckles 2534 and 2M. on the rocker arm 25! When, for example, rudder pedal I88 is pushed forward lifting the sheave 26%], the crank 252 depresses causing the turnbuckle 2% to move downward, the turnbuckle M4 to move upward, i :therefore rocking the yoke I86 and rudder pedal .182 aft. Turnbuckles 25M and 214 are also provided in -or.der that slack in the cables 236 and l' .238'rnay be 'adj'ustably prevented. The rudder 5; pedals maybe adjusted together fore and aft by turning the adiusting wheel 23L Since the trun- "znions 225' 229ia're oppositely threaded, such turning of the adjusting wheel 23! rocks the bell crank 224 with respect to the frame.

Thus,

either depressing the sheaves 209 and 2m and --:rocking the .yokes 1'84 and I85 and their pedals r I8fl'and' E82 aft or permitting said sheaves 2E5! or 2! to raise thus allowing thepedals use and I52 to move forward'together.

It will be noted I that the moment arm between the shaft 245 and 1e shaft 2H3 is on the other side of the hinge shaft 256 from the bell crank proper, and thus acts to prevent tightening or slackening in the cables 235 and. 238 due to rotation of the a djusting wheel 23I without readjustment of the turnbuckesJZiMiliaJndllL a Theoperationof the brakes of course obvi- "ousnem'tne description of their structure. Pressure by the pilot with the toes on the pedals I83 or E82 pivots the bell cranks 262 or 268 with respect to the frame 34 and ooact with the push rods ZM-to actuate the brake cylinders 266 and ill) which themselves are affixed to the said frame:

Having fully described my invention, it is to be understood that I do not wish to be limited to the details herein set forth, but my invention is of the fullscope of the appended claims.

"wheelcontrol.wl'1eel,..a..shaft keyed within said I claim:

1. In a unitary control assembly, an aileron control wheel, a frame structure slidably supporting said aileron control wheel, a nose wheel control wheel rotatably mounted with respect to said aileron control wheel, a bore in said nose bore, said shaft being rotatably supported at one portion thereof by said aileron control wheel, said nose wheel control wheel and said shaft beingable to rotate with respect to said aileron control wheel but otherwise rigid therewith, a second shaft universally connected to said first shaft, a bell crank assembly pivotally supported by said frame structure, a third shaft universally" wheel control wheel, a shaft keyed within said {"FW i, bore, said shaft being rotatably supported' 'at one portion thereof by said aileron control wheel, said nose wheel control wheel and said shaft being able to rotate with respect to the aileron control wheel but otherwise rigid therewith, a second shaft universally connected to said first shaft, a bell crank assembly pivotally supported by said frame structure, a third shaft universally connected to said second shaft and rotatably supported in said bell crank assembly, a sheave keyed on said third shaft, a fourth shaft rotatably mounted in said bell crank assembly, a second sheave keyed thereon, a fifth shaft universally jcables leading'from said third sheave and operatively .connected to the aircraft nose wheel, and

means operatively connecting said bell crank assembly to the elevator control surfaces.

3. In a unitary control assembly, an aileron control wheel, a frame structure slidably supporting said aileron control wheel, a nose wheel control wheel rotatably mounted with respect to said aileron control wheel, a bore in said nose wheel control wheel, a shaft keyed within said bore, said shaft'being rotatably supported at one portion thereof by said .aileron control wheel, said nose wheel control wheel and said shaft being able to rotate with respect to the aileron control wheel but otherwise rigid therewith, a second shaft universally connected to said first shaft, a bell crank assembly pivotally supported by saidframestructure, a third shaft -universally connected to said second shaft and rotatably supported in said bell crank assembly,

a sheave keyed-on said third shaft, a fourth shaft rotatably mounted in said bell crank assembly,

a second sheave keyed thereon, afifth shaft universally connected to said fourth shaft, said fifth shaft being rotatably su ported by said frame structure, the center of said universal connection between said fourth shaft and said fifth shaft coinciding with the hinge line of said bell crank assembly with respect to the saidframe sembly to the elevator control surfaces.

'4. In a unitary control assembly, an aileron I control wheel, a tube rigid with said aileron control wheel, a frame structure, said frame structure supporting said tube slidably and rotatably, a nose wheel control wheel mounted rotatably in said aileron control wheel, a shaft universally connected to said nose wheel control wheel, a second shaft universally connected to said first shaft, a bell crank assembly rotatably supporting said second shaft and pivotally supported on said frame structure, a sheave keyed on said second shaft, means operatively connected to said sheave controlling the aircraft nose wheel, means operatively connected to said bell crank adapted to actuate the elevator control surfaces, and means operatively connected to said tube to control the aileron surfaces.

5. In a unitary control assembly, an aileron control wheel, a tube rigid therewith, a frame structure, said frame structure including a housing, a drum rotatably mounted in said housing, said drum being provided with radial flanges, a

set i housings carried rotatably by said ill 1;Jilangesarolleril iealiings carried :rotatably ln-said earing,-;-;housings,;{plates munted;,piv0ta11y on nsaidgflanges; bearing housings carriedby; said plates, rollerbearings mounted rotatably in said housings, sprin means connecting said drum. a;and said ;-pi,vota1ly mounted plates, tracks prejec,ted longitudinally .from: said. tube, said tr-acks being supported: by said roller bearings adapting said tubeto translate-within said drum ,,,and -topcauserotation .within said housing by said drum upon; --rotation of said tube, means -operatively; connectedito said tube to, actuate the elevator-control surfaces ,uponvtranslation of said tube,- and :meansoperatively; connected to said drum; .to.;actuate "the aileronusurfaces upon ro- :-tati on; of; said: tube ,and said;;drum.

116.1 In; a:,.unitary; control.:assembly,- .a-.- tube having longitudinal tracks thereon, a wheel--.rigidly cicfinnectede with :said:' tube, a frame structure, a :drumarotatably mounted in said frame structure,

radial flanges; onsaidr drum; two sets of bearings ad,iacent; either extremityof saiddrum,-.one of said-bearing :set comprising on .theone side of ,czsaid tube, bearing housingsrotatably mounted rwith'respect to said flanges, roller bearings rotate ablyvmounted in.:-.saidi-bearing housings, said stroller bearings bearing against'one of said tracks, :1 and on the other vside, platespivotally mounted on :rsaid "flanges, bearing housings rotatably ;--mounted on said :plates; roller bearings rotate ,1 ably mounted insaidbearing housings, said roller bearings bearing: against the othertrack; spring means: connecting said plates and said drum; the -;other' of said bearing sets comprising the same structure havinghowever 'its respective pivotal Y pl'at'esmounted oppositely with respect "to those a ofi'thef first mentioned bearing sets; meansv operativelyconnectedtosaidtube to actuate-"the e i'elevator control surfaces upon translation of said tube, and means operatively connected tosaid 'tdrum to actuate the" aileron surfaces upon rotation of sa'id' tube and said drum.

1; 7. ma unitary control assembly, a frame Structure; a drum rotatably mounted therein, said tionof said drumandsaid tube.

8. In a unitary control'assembly, a framestructure, a drum rotatably mounted therein, said drum having radial'flanges, a tube having'diametricallyopposed tracks thereon, said tube being slidably supported in saiddrum by bearing' sets, said bearing. sets including roller 2 bearings 'rotatably, mounted with respect to said. drum and drum having radial flanges, a tube having dim-" -carrying rotatable roller bearings cooperating Withsaidother track on said tube, .said plates being mounted, on ,an eccentric shaft rotatably cooperating withone; of saidztracks. onithe one 1 side of saiddrum and onthe; other side; plates pivotally; mounted on said radial flanges and carrying rotatablerroller bearings cooperating with said other track on-said tube, said plates being mountedon'an'eccentric shaft rotatably supported by said" radial'fianges, spring means connecting-said plates with saiddrum, a clamp pinned to said "plates, said'clamp' encircling said eccentric'shaft, means actuating said'tube translatably' or rotatably with respect to 'said frame structure; means operatively' connected to said tube to actuate the elevator control surfaces upon translation of said tube, and means operatively connected to saiddrum to actuate the aileron surfaces upon rotation of said drum and said tube.

CARLTON G. PETERSON.

REFERENCES. CITED "'llhe'following references. are-of record in the "file of this patent:

. UNITED STATES PATENTS Number Name Date 1,508,591 "Breguet Sept. 16, 1924 15,900,068 Mueller Mar.'7, 1933 2,134,509 Frank Oct. 25, 1938 2,172,813 Waterman Sept; 12, 1939 2,173,538 'McKellar 'Sept. 19, 1939 2,373,065 Stevens Apr. 3; 1945 2,417,725 'Zuck Mar. 18, 1947 2,424,523 Watter July 22, 1947 2,424,889 Holmes 'July 29, 1947 2,457,884 Fulton Jan. 4, 1949 FOREIGN PATENTS Number Country Date "797,477 France ."Feb. 17; 1936 

